Control of railway trains



4 Sheets-Sheet l R. ANGUS CONTROL OF RAILWAY TRAINS Filed Sept.

March 4 ,1924.

A- v P. A 71 Jim March 4 1924.

A. "R. ANGUS CONTROL or RAILWAY TRAINS v 4 Sheets-Sheet 2 I Filed Sept. 5, 1918 March 4 1924.

,943 A. R. ANGUS CONTROL OF RAILWAY TRAINS Filed Sent. 5,1913 4 Shee ts Sheet 4 Patented Filer. 4b, 192% FFHCE.

ARTHUR REGINALD ANGUS, OF STOGKHOLM', SWEDEN.

CONTROL RAILW'AY TRAINS.

Application filed September 5, 1918. Serial No. 252,779.

To all whom it may concern:

Be it known that I, ARTHUR REGINALD Ancus, a citizen of the Commonwealth of Australia, residing at Stockholm, Sweden, have invented new and useful Improvements in Inventions Relating to the Control of Railway Trains, of which the following is a specification.

This invention relates to apparatus for electrically controlling railway trains or separate. vehicles (hereinafter referred to as trains) by means of track apparatus.

Such apparatus according thereto comprises train apparatus including means, preferably non-electrical, adapted to tend normally to produce a warning and (or) stppping operation but to be normally re strained from so doing solely by the energization of electrical restraining means adapted to be energized solely owing to the receipt by the train apparatus from track apparatus of electricity of one or the other direction but only in the case of the agreement between the direction of the said electricity F and the position of means on the train adapted to assume different positions in accordance with the directions of travel of the train so that the warning and (or) stopping operation would be brought about by failure of energization of the restraining means both in the case of failure of the receipt of the electricity and in the case of disagreement between the direction of the electricity and the position of the means adapted to assume different positions in accordance with the directions of travel of the train.

Track apparatus according to the invention is so constructed as to provide a means for personal train control and automatic train protection. For this purpose in a series of sections on one side of the track the rails are electrically continuous throughout the series and on the other side of the track the rails of each section are electrically continuous throughout the section but insulated from the rails of the adjacent section or sections and the rails that are electrically continuous throughout the series are adapted to be so connected with the opposite rails of the several sections of the series that wheels of train that are conductively connected together and located on any of the sections would complete a circuit and enable electricity to pass therethrough in accordance with the direction n wh ch trains are to be allowed to travel, by means of a signalmans switch the setting of which in either position of closure will cause switching instruments one more in number than the sections to be so operated that each of them, except the first in the direction of running corresponding to the setting of the signalmans switch will be caused to close partially, except in the case of the last section in the said direction and in that case wholly, by means of a movable part thereof a path for the passage of electricity as aforesaid, whilst the completion of the path in the case of any section except that of the said last section will be effected by the passage of elec-' tricity between the insulated rails of the next succeeding section and the rails on the opposite side of the last mentioned section through an electromagnetic switch adapted to be short circuited by, the presence of a train on the said ne-Xt succeeding section and a connection completed by the operation of the corresponding switching instrument and the consequent operation of the said electromagnetic switch.

The invention, which comprises the features defined in the claiming clauses hereof,

is illustrated by the accompanying drawings,

which represent diagrammatically examples of apparatus according thereto.

Fig. 1 represents three sections of a track provided with means for enabling a signalman to control the movements of trains thereon by varying the connections therewith of, and disconnecting therefrom, a generator of direct current.

Fi s. 2 and 2* taken together represent the three sections of a track shown in Fig. 1 provided with means similar to those shown in Fig. 1 except that they are adapted to enable trains on the sections to protect themselves automatically in addition to enabling the signalman to control the trains.

Fig. 3 represent train apparatus suitable for use in conjunction either with the track apparatus shown in Fig. 1 or with that shown in Figs. 2 and 2-. i

In the apparatus shown in Fig. 1 the running rails 1 on one side of the track are electrically continuous, and the running rails 2 of the section I, the running rails 3 of the section II, and the running rails 4 of the section III on the other side of the track are similarly electrically continuous, whilst the rails 2, 3 and L of the several sections are insulated at 5 from the corresponding rails of the adjacent sections. By means of a switch 6 direct current can be caused to pass from a battery 12 in one or the other direction through the coils of polarized relays 26, 14, 16, and 18 (herein called switching instruments) so as to cause their armatures 27, 36, 41, and 46 respectively to move in the one direction or the other into engagement with corresponding contacts so as to correspond to the direction in which trains are to be allowed to run along the sections.

If, for instance, a train is to be allowed to pass along the sections in the down direction (the direction from section 1 towards section 111) the switch 6 is placed in the down position, in which its arms 7 and 8 engage the contacts 10 and 21 respectively and the electricity then passes through the coils of the instruments 26, 14, 16, and 18 so that the armatures 27, 36, 41, and 46 engage the contacts 80, 59, 55, and 51 respectively. The course of such current is from the battery 12 by way of a wire 9, the arm 7, the contact 10, wires 11 and 34, the coils of the instrument 26, a wire 13, the coils of the instrument 14, a wire 15, the coils of the instrument 16, a wire 17, the coils of the instrument 18, a wire 19, the rails 1, wires 33 and 20, the contact 21, the arm 8, and a wire 63, back to the battery 12.

When the arms 7 and 8 of the switch engage the contacts 10 and 21 respectively and the train is successively on sections 1, H, and

III, electricity flows as follows, giving the train clearance on each of the sections as will be clear from the subsequent description of the train apparatus shown in Fig. 3:-

1. When the train is on section I electricity passes from the wire 15 by way of the Wire 71, the armature 36, the contact 59, a

wire 60, a resistance 61, a wire 62, the rails 2, wheels 200 and their axles 201, the rails 1, the wires 33 and 20, the contact 21, the arm 8, and the wire 63, back to the battery 12, the total resistance of the path from the wire 15 to the rails 2 being such as to allow sufiicient current to pass by way of the wheels and axles to efi'ect the operations on the train hereinafter described with reference to Fig. 3 whilst allowing current to flow by way of the parallel path including the polarized relays 16 and 18 in sutficient quantity to energize those relays effectively.

2. When .the train is on section II electricity passes from the wire 17 by way of a wire 72, the armature 41, the contact 55, a wire 56, a resistance 57, a wire 58, the rails 3, wheels 200 and their axles 201, the rails 1, the wires 33 and 20, the contact 21, the arm 8, and the wire 63, back to the battery 12, thetotal resistance of the path from the wire 17 to the'rails 3 being such as to allow suflicient current to pass by way of the wheels and axles to efiect the operations on thetrain hereinafter described with refer- 1 ,eeacae ence to Fig. 3 whilst allowing current to How by way of the parallel path including the polarized relay 18 in sufficient quantity to energize that relay effectively.

3. When the train is on section .111 electricity passes from the wire 19, by Way of a wire 73, the armature 46, the contact 51, a wire 52, a resistance 53, a wire 54, the rails 4, wheels 200 and their axles 201, the rails 1, the wires 33 and 20, the contact 21, the arm 8, and the wire 63, back to the battery 12, the total resistance or" the path from the wire 19 to the rails 4 being such as to allow sufficient currentto pass by way of the wheels and axles to effect the operations on the train hereinafter described with reference to Fig. 3 notwithstanding the current flowing by way of the parallel path including the wire 19.

If, again, a train is to be allowed to pass in the up direction (the direction from section 111 towards section I), the switch 6 is moved into the up position in which its arms 7 and 8 engage the contacts 23 and 24 respectively, and the electricity then passes from the battery 12 by way of the wire 9, the arm 7, the contact 23, a wire 22, the wire 33, the rails 1, the wire 19, the coils of the instrument 18, the wire 17 the coils of the instrument 16, the wire 15, the coils of the instrument 14, the wire 13, the coils of the instrument 26, the wires 34 and 25, the contact 24, the arm 8, and the wire 63, back to the battery 12. The energization of the coils of the instruments 18, 16, 14, and 26 causes their armatures 46, 41, 36, and 27 to engage the contacts 47, 42, 57 and 28 respectively.

When the arms 7 and 8 of the switch engage the contacts 23 and 24 respectively and the train is successively on sections 111, 11, and I, electricity flows as follows, giving the train clearance on each of the sections as will be clear from the subsequent description of the train apparatus shown in Fig. 3

1. When the train is on section III electricity passes from the rails 1, by way of wheels 200 and their axles 201, the rails 4, a wire 45, a resistance 44, a wire 43, the contact 42, the armature 41, a wire 72, the wire 17, the coils of the instrument 16, the wire 15, the coils of the instrument 14, the wire 13, the coils of the instrument 26, the wires 34 and 25, the contact 24, the arm 8, and the wire 63, back to the battery 12, the

total resistance of the path from the rails 4 to the wire 17 being such as to allow sutficient current to pass by way of the wheels and axles to eii'ect the operations on the train hereinafter described with reference to Fig. 3 whilst allowing current to flow by way of the parallel path including the polarized relay 18 in sulficient quantity to energize that relay efi ectively.

2. When the train is on section H electricity passes from the rails 1, by way of wheels 200 and their axles 201, the rails 3, a wire 40, a resistance 39, a wire 38, the contact 57, the armature 36, a wire 71-, the wire 15, the coils of the instrument 14, the wire 13, the coils of the instrument 26, the wires 34 and 25, the contact 24, the arm 8, and the wire 63, back to the battery 12, the total resistance of the path from the rails 3 to the wire 15 being such as to allow sufficient current to pass by way of the Wheels and axles to effect the operations on the train hereinafter described with reference to Fig. 3 whilst allowing sufficient current to flow by way of the parallel path including the polarized relays 16 and 18 in suflicient quantity to energize those relays effectively.

. 3. When the train is on section I electricity passes from the rails 1, by way of wheels 200 and their axles 201, the rails 2, a wire 31, a resistance 30, a wire 29, the contact 28, the armature 27, a wire 70, the wire 13, the coils of the instrument 26, the wires 34 and 25, the contact 24, the arm 8, and the wire 63, back to the battery 12, the total resistance of the path from the rails 2 to the wire 13 being such as to allow sufficient current to pass by way of the wheels and axles to effect the operations on the train hereinafter described with reference to Fig. 3 whilst allowing sufiicient current to flow by way of the parallel path including the polarized relays 14, 16, and 18 in sufficient quantity to energize those relays effectively. As stated above, Figs. 2 and 2 represent apparatus similar to that shown in Fig. 1, except that, in addition to being adapted to enable a Signalman to control the move ments of trains on the sections in a manner similar to that of the apparatus shown in Fig. 1, it is adapted to enable trains on the sections to protect themselves automatically. Parts shown in Figs. 2 and 2 and numbered like parts shown in Fig. 1 correspond to the latter: the differences between the apparatus shown in Figs. 2 and 2 and that shown in Fig. 1 will appear from the following description of the mode of operation. If, for instance, a train is to be allowed to pass along the sections in the down direction (the direction from section I towards section III), the switch 6 is moved into the down position in which the arms 7 and 8 engage the contacts 10 and 21 re- 7 spectively, and the course of the current consequently is from the battery 12, through the wire 9, the arm 7, the contact 10, the wires 11' and 34, the coils of the up end switching instrument 26, the wire 13, the coils of the intermediate switching instrument 14 corresponding to the insulation 5 between sections I and II, the wire 15, the coils of the intermediate switching instrument 16 corresponding to the insulation 5 between sections II and III, the wire 17, the down end switching instrument 18, the wire 19, a wire 160, the wires 33 and 20, the contact 21, the arm 8, and the wire 63, back to the battery 12: the wire 160 is advantageous for the purpose of enabling communication to be made with the various sections by operating the instruments 26, 14, 16, and 18 notwithstanding any accidental discontinuity of the rails 1; but of course the wire 160 may be omitted and the wire 33 connected directly to the adjacent portion of the rails 1 if such operation of the switching instruments be not desired The coils of the instruments 26, 14, 16, and 18 are thereby energized so that the armature 27 engages the contact the armature 36 by means of its arm 130 and its insulated contact 66 engages contacts .59 and 32 respectivcly, the armature 41 by means of its arm 122 and its insulated contact engages contacts and 91 respectively, and the armature 46 engages the contact 51.

If now a train is on, neither section II (anintermediate section) nor section III (the down end section) apath is made as follows for the flow of electricity by way of the wheels and axles of a trainon section I (the up end section) so as to give clearance thereto as hereinater described with reference to Fig. 3

Electricity passes from the wire 19, by way of a wire 7 3, the armature 46, the contact 51, a wire 52, a resistance 53, the wire 54, the rails 4 of section III, a wire 96, the coils of a track relay 93 (a down electromagnetic switch for the intermediate switching instrument 16), a wire 92, the contact 91, the insulated contact 90, a wire 145, the rails 1, the wire 160, the wires 33 and 20, the contact 21, the arm 8. andthe wire 63, back to the battery 12. The energization of the relay 93 causes its armature 94 to engage a contact and thus allows electricity to pass from the wire 17, by way of a wire 72, the armature 41, the contact 55, a Wire 56, resistance 57, a. wire 58, the armature 94, the contact '95, a wire 135, the rails 3 of section II, a'wire 89, the. coils of a track relay 85 (a down electromagnetic switch for the intermediate switching instrument 14), a wire 84, the contact 32, the insulated contact 66.v a wire 83, the rails 1, the wire 160, the wires 33 and 20, the contact 21, the arm 8, and the wire 63,.back to the battery 12. The energization of the relay 85 causes its armature 86 to engage a contact 87 and thus form a nath from the wire 15 by way of a wire 71. the armature 36, a contact 59, a wire 60, a resistance 61, a wire 62, the armature 86, the contact 87, and a wire 88, to the rails 2 of section I, so that when the train is on section I electricity passes from the wire 15 along that path and by way of the wheels 200 and axles 201 thereof, to the rails 1 and back by way of the wires 160, 33, and 20, the contact 21, the arm 8, and the wire 63, to the battery 12, giving clearance to the train as hereinafter described with reference to Fig. 3.

If, on the other hand, a train is on section 11 (section 111 being unoccupied) the wheels and axles of that train connect the rails 3 of section 11 with the rails 1 and thus prevent electricity from passing, as described above, from the rails 3 of section 11 to the rails 1 by way of the coils of the relay 85, so that the armature 86 fails to engage its contact 87 and consequently nopath is formed for electricity to pass from the wire 15 to the rails 2 of section 1 and therefore no electricity can fiow through the wheels and axles of the train on section l and a warning and (or) stopping operating is performed on the train as hereinafter described with reference to Fig. 3.

If, again, a train is on section 111 (section If being unoccupied) the wheels and axles of that train connect the rails 4 of section 111 with the rails 1 and thus prevent electricity from passing as described above from the rails 4 of section 111 to the rails 1 by way of the coils of the relay 93, and consequently its armature 94 fails to engage its contact 95, and thus electricity is prevented from passing as above described from the wire 17 to the rails 3 of section 11, and, therefore, as in the case described in the last preceding paragraph, no path is formed for electricity to pass from the wire 15 to the rails 2 of section I, and, as before, a warning and (or) stopping operation is performed on the train.

If, again, the train passes upon section Ill and section 111 is unoccupied, it obtains clearance as hereinafter described with ref erence to Fig. 3 owing to the fact that a current path is formed to the rails 3 of section 11 from the wire 17, by way of the wire 72, the armature 122, the contact 55, the wire 56, the resistance 57, the wire 58, the armature 94, the contact 95, and the wire 135, and electricity consequently passes along that path and by way of the wheels and axles of the train, the rails 1, the Wires 160, 33, and 20, the contact 21, the arm 8, and the wire 63 back to the battery 12.

On th other hand, if a train is on section 111 a warning and (or) stopping operation is performed on th train on section 11 as hereinafter described with reference to Fig. 3, owing to the fact that the wheels and axles of the train on section 111 connect the rails 1 with the rails 4 of section 111 and thus prevent electricity from passing as described above from the rails 4 of section 111 to the rails 1 by way of the coils of the relay 93 and consequently its armature 94 fails to engage its contact 95 and thus electricity is prevented from passing as above denaeaeas applies, of course, also to the apparatus shown in Figs. 2 and 2*.

If, again, a train is to be allowed to pass along the sections in the up direction (the direction from section 111 towards section 1), the switch 6 is moved into the up position in which its arms 7 and 8 engage the contacts 23 and 24 respectively and the course of the current consequently is from the battery 12, by way of the wire 9, the

arm 7 the contact 23, wires 22, 33, 160, and 19, the coils of the instrument 18, the wire 17, the coils of the instrument 16, the wire 15, th coils of the instrument 14, the wire 13, the coils of the instrument 26, the wires 34 and 35, the contact 24, the arm 8, and the wire 63, back to the battery 12. The coils of the instruments 18, 16, 14, and 26 are energized so that the armature 46 engages the contact 47, the armature 41 by means of its arm 122 and its insulated contact 120 engages contacts 42 and 121 respectively, the armature 36 by means of its arm 130 and its insulated contact 76 engages contacts 57 and 108 respectively, and the armature 27 engages the contact 28.

1f, now, a train is on neither of the sections 11 and l; a path is made as follows for the flow of the electricity by way of the wheels and axles of a train on section III so as to give clearance thereto as hereinafter described with reference to Fig. 3

Electricity passes from the wire 160, by way of the rails l, a wire 109, the contact 108, the insulated contact 7 6, a wire 102, the coils of atrack relay 101 (anupelectromagnetic switch for the intermediate switching" instrument 14), a wire 100, a wire 88, the

rails 2 of section 1, a wire 31, a resistance 30, a wire 29, the contact 28, the armature 27, a wire 70, the wire 13, the coils of the instrument 26, wires 34 and 35, the contact 24, the arm 8, and the wire 63, back to the battery 12. The energization of the track relay 101 causes its armature 106 to engage a contact 105 and thus forms a path from the rails 1 by way of a wire 74, the contact 121, the insulated contact 120, a wire 75, the coils of a track relay 143 (an up electromagnetic switch for the intermediate switching instrument 16), a wire 144, the wire 135, the rails 3 of section 11, wires '89 and 103, the armature 106, the contact 105, a wire 40, a resistance 39, a wire 38, the contact 57, the arm 130, the armature 36, a wire 71, the wire 15, the coils of the instrument 14, the wire 13, the coils of the instrument 26, the wires 34 and 35, the contact 24, the arm 8, and the wire 63, back to the battery 12. The energization of the relay 143' causes its armature 140 to engage a contact 141 and thus forms a path from the rails 4 of section III by way of wires 96 and 142, the contact 141, the armature 140, a wire 45, a resistance 44, a wire 43, the contact 42, the arm 122, the armature 41, and a wire 72, to the wire 17, and so to the battery 12, so that when the train is on section III electricity passes from the rails 1 by way of the wheels 200 and their axles 201 to the rails 4 of section III and thence along that path to the battery 12, giving clearance to the train as hereinafter described with reference to Fig. 3.

If, on the other hand, a train is on section II (section I being unoccupied) the wheels and axles of that train connect the rails 1 with the rails 3 of section II and thus prevent electricity from passing as described above to the rails 3 of section II from the rails 1 through the coils of the relay 143, so that the armature 140 fails to engage its contact 141 and consequently no path is formed for electricity to pass to the wire 17 from the rails 4 of section III and therefore no current can flow through the wheels and axles of the train on section III and a warning and (or) stopping operation is performed on the train as hereinafter described with reference to Fig. 3.

If, again, a train is on section I (section II being unoccupied) the wheels and axles of that train connect the rails 1 with the rails 2 of section I, and thus prevent electricity from passing as described above to the rails 2 of section I from the rails 1 through the coils of the relay 101, so that the armature 106 fails to engage its contact 105, and thus electricity is prevented from passing as above described to the wire 15 from the rails 3 of section II, and therefore, as in the case described in the last preceding paragraph, no

path is formed by the armature 140 for electricity to pass to the wire 17 from the rails 4 of section III and as before a warning and (or) stopping operation is performed on the train.

If, again, the train passes upon section II and section I is unoccupied, it obtains clearance, as hereinafter described with reference to Fig. 3, owing to the fact that a current path is formed from the rails 3 of section II to the wire 15 by way of the wires 89 and 103, the armature 106, the contact 105, the wire 40, the resistance 39, the wire 38, the contact 57, the arm 130, the armature 36, and the wire 71, and electricity consequently passes from the rails 1 through the wheels and axles of the train and along that path back to the battery 12.

On the other hand, if a train is on section I a warning and (or) stopping operation is electricity can pass to the rails 3 from the rails 1 by way of the wheels and axles of the train.

As will be seen from Figs. 2 and 2 the track equipment of each of the end sections of a division of the track controlled by a signal signalnians switch is different from that of an intermediate section: in the case of an end section the armature or 46) of the end switching'instrument (26 01 18) is adapted for the running of trains in one direction to be connected to the insulated rails (2 or 4) of the endsection in quest-ion through the corresponding contact (28 or 51) by wires and a resistance (29, 31- and 30 or 52, 54 and 53) directly but for the run? ning of trains in the opposite direction to. be unconnected through the corresponding contact (80 or 47) with rails of the division, whereas the armature (36 or 41) of each of the switching instruments (14 and 16) of an intermediate section (II) is adapted, forthe running of trains in one direction, to be connected to the insulated rails (2) of the section (I) which is next to the intermediate section (II) and which is to be traversed before the intermediate section (II) by a train, or to the insulated rails (3) of the intermediate section (II) (according to whether it is the switching instrument (14) at the entrance end of the intermediate section or the switching instrument at the exit end thereof that is in question) through the corresponding contact (59 or 55) by wires and a resistance (60, 62 and 61 or 56, 58 and 57) only indirectly through the armature (86 or 94) of a track relay or 93) the circuit of which is adapted to be then closed by a contact (66 or carried by but insulated from the armature (36 or 41) of the corresponding switching instrument (14 or 16) but which is adapted to be short-circuited by a train on the intermediate section (II) in question or on the section (III) next in advance thereof according to whether it is the switching instrument (14) at the entrance end of the intermediate section or the switching instrument (16) at the exit end thereof that is in question and the armature (36 or 41) of each of the switching instruments (14 or 16) of an intermediate section is adapted for the running of trains in the opposite direction to be similarly connected through the armature of atrack relay the circuit of which is adapted to be similarly closed and which is adapt= ed to be similarly short-circuited by a train. The apparatus on a train for enabling it to be given clearance when passing along'a section or to have a warning and '(or) stopping operation performed on it, in acc0rd- 'movement of the reversing gear of the locomot ve, 1s in the down position A, and,

as before stated, the switch 6. has its arms 7 and 8 in engagement with the contacts 10 and 21 respectively, and if, for example, the

train is on section I, electricity consequently passes from the rails 2 by way of wheels 200' of the train and their axles 201 to the rails 1. At the same time some of the electricity is diverted from corresponding ends of the axles 201 by conductors 202, which are secured thereto so as to be in good electrical contact therewith and which extend more or less in parallelism with the axles 201 and are electrically connected by conductors 234: with rings 233. secured around but insulated from the axles 201, and from the rings 233 the electricity is collected by brushes 232 and travels by way of a conductor 231, the coils of a polarized relay 230, and a conductor 229, to brushes 238, whereby the electricity is transferred to rings 227 corresponding .to the rings 233, whence the electricity passes to the other ends of the axles 201 by way or conductors 226 and 204 corresponding respectively to the conductors 234 and 202. The direction in which the electricity passes through the coils of the relay 230 is such that the armature 218 (the movable portion of the electror'esponsive device 218 230 which is ada ted to be alwaysin a central position when the coils are deenergized) assumes a down position such that it engages a contact 217. The resistance of the paths formed by the conductors 202 and 234-, the rings 233, the brushes 232, the conductor 231, the coils of the relay 230, the conductor 229, the brushes 238, the rings 227, and the conductors 226 and 20 i bears such a relation to the resistance of the paths along the portions of the axles 201 between the conductors 202 and 204 that sufficient current passes along the former paths to move the armature 218 into engagement with the contact 217. The

armature 218 being in engagement with the contact 217, electricity passes from a battery 210by way of a Wire 21 1, the coils of an electromagnet 212, a wire 213, the arm 214 of the switch 350, a contact 215, a wire 216, the contact 217, the armature 218, a wire 219, a contact 220, the arm 221 of the switch 350, and wire 222, back to the battery 210. The energization 01" the electromagnet 212 keeps its armature 237 (themovable portion of the electroresponsive device 212 237) in the line-clear position shownand thus prevents a warning and (or) stoppingv operation from being performed on the train, the armature 237 being adapted to tend always to more into danger position and thus to allow such an operation to take place except when restrained from doing so by the ener gization of the magnet 212. In the example of apparatus shown, the armature 23?. when I in its position of restraint, closes the, open- 238 of the train brake pipe 239, lreeps valve 240 in position for preventing n or compressed air or the like from passing through a pipe 241 to a pipe 242 ea in to a whistle 24-3 and to a cylinder containing a piston 245 connected with the drivers regulator 246, the valve 240 being adapted to tend always to open when not so restrained by the armature 237 It is obvious that if desired the armature 237 might control in the manner above indicated only a warning or only a stopping operation instead of both.

Similarh the train will be given clearance when on section H or III. 7

If the driver of the locomotive endeavours to cause the train to run in the opposite direction by operating the reversing gear, the switch 350 is brought into the up position B and as a result a warning and (or) stop. ping operation is performed on the train, because, whilst the armature 218 remains in the down position and thus in engage-- ment with the contact 217, the switch arm 214E no longer engages the contact 213 and consequently no electricity passes through the magnet 212, which is thus (lo-energized.

it, again, the train is to run in the up direction (the direction from section III towards section I), the switch 350 is in th up position B, whilst the switch 6 has its arms 7- and 8 in engagement with contacts 23 and respectively, and ii, for example, the train is on section I electricity consequently passes from the'rails 1 by way of wheels 200 and theiraxles 201 to the rails 2. Atthe same time some ofthe electricity passes from the corresponding ends of the axles 201 and is collected the brushes 238 from the rings 227 and travels thence by way of the conductor 229, the coils of the relay 230, and the conductor 231 to the brushes 232, whereby the electricity is transferred to the rings 233, from which it pass- Leeaeea es to the opposite ends of the axles 201. The direction in which electricity passes through the coils of the relay 230 is such that the armature 2 18 assumes an up position such that it engages a contact 223 and electricity consequently passes from the battery 210 by way of the wire 211, the coils of the electromagnet 212, the wire 213, the arm 214, the contact 220, the wire 219, the armature 218, the contact 223, a wire 224, a contact 225, an arm 221, and the wire 222 back to the battery 210. The electromagnet 212 is thus energized and the train is consequently given clearance by the prevention of the performance of a warning and (or) stopping operation on the train.

Similarly the train will be given clearance when on section II or I.

If the driver of the locomotive endeavours to cause the train to run in the opposite direction by operating the reversing gear, the switch 350 is brought into the down position A and as a result a warning and (or) stopping operation is perfomed on the train, because, whilst the armature 218 remains in the up position and thus in engagement with the contact 223, the switch arm 221 no longer engages the contact 225 and consequently no electricity passes through the magnet 212, which is thus deenergized.

If the signalman desires to produce a warning and (or) stopping operation on the train on any of the sections, all that he has to do is to move the switch 6 so that from the rails of the section and therefore no electricity can flow through the wheels and axles of the train, no electricity can therefore pass through the relay 230, the armature 218 is thus disengaged from its contacts, and the electromagnet 212 is therefore de-energized, and a warning and (or) stopping operation is performed on the train in the manner indicated above.

From what has been said it will be seen that whenever electricity fails to pass through the wheels and axles of a train on a section a warning and (or) stopping operation is automatically performed on the train by the apparatus shown in Fig. 3.

The combination composed of the train apparatus shown in Fig. 3 and the track apparatus shown in Fig. 1 or that shown in Figs. 2 and 2 comprises (a) train apparatus including a receiving portion (the wire 228 of Fig. 3) and an electro-responsive device. (the electromagnet 212 and its armature 237), whose movable portion (the armature 287), is adapted to occupy the line-clear position shown or a danger position (in which it allows a warning and (or) stopping operation to take place) according the condition as to energizationof the electro-responsive device (212, 237), and including also direction-corresponding means (the switch 350) adapted to occupy diflerent positions in accordance with opposite directions of running of the train, (6) switching means on the track (the switch 6 of Fig.1 or 1 igs. 2 and 2*) adapted to be given dif-' ferent positions according to the directions in which trains are to be allowed to run, (0) means (electrical circuit portions adapted to connect the switch 6 of Fig. l or Figs. 2 and 2 with the receiving portion 229 of Fig. 3) adapted to cause current to pass in opposite directions through the receiving portion (229) in correspondence with the diilerent positions of the switching means (6), and (cl) means (the polar-- ized relay 230, its connections, and the battery 210 of Fig. 3) adapted to cooperate with the direction-corresponding means (350) to enable the passage of current through the receiving portion (229) as aforesaid to cause a condition as to energination in the electro-responsive device (212, 237) corresponding to the line-clear posi-' tion of the movable portion (237) thereof but only in the case of correspondence between the direction of the passage of current through the receiving portion (229) and the position of the direction-corresponding means (350).

7 What I claim is:

1. Train-controlling apparatus comprising controlling means located on a train and adapted to tend constantly to produce a train-controlling operation, electrical restraining means adapted when energized to restrain the operation of said controlling means, direction-corresponding means adap ed to occupy an up position and a down position in accordance respectively with the directions of travel of said train, an electroresponsive device which is located on said train and whose movable portionis adapted to assume an up position and a down position in accordance respectively with the directions of flow of the current energizing said electro-responsive device, a circuit located on said train and including a generator or" electricity and said electrical restraining means and adapted to be closed by said direction-corresponding means and said movable portion o1 said electro-responsivc device only when both are in said up positions or both are in said down positions. and means adapted to enable currents to be, externally of said train, caused to flow through said electro-responsive device in opposite directions.

2. Train-controlling apparatus comprisk ener ized to restrain the operation of said.

controlling means, direction-corresponding llO when both ere in both are in said down positions and menus adopted to enable currents to be, enterneliy or" said trein caused to flow through I electro-responsivc device in opposite directions.

3. Electrical trein-contr lint apparatus i comprising train spperetus carries. by 2. train and including it recon o i and z c) L on electro-responsive device whose movable portion is adopted to occupy a line-cleer or a danger position according to the condition as to energization of said electro-responsive device and including also direction-corresponding niesns adopted to occupy dilierent positions in accordance with opposite directions of running of the train, switching means on the track adopted to be given di:"-'

ferent positions according to the directions in whiche train is to be allowed to run moons adapted to cause current to pass in opposite directions through receiving portion in correspondence with said diiierent positions of said switching means resp-ectively, and means adapted to cooperate with said direction-correspondl means to enable the pssssge or" current through said receiving portion as aforesaid to cause a. condition as to energizution of said elccroresponsive device corresponding to the line- ,clesr position of said movable portion but only in the case of correspondence between the direction of the passage of current through said receiving portion and the position oi ssid direction-corresponding means.

l. Track apparatus for personal train con trol and automatic train protection coniprisins' a series of rain sy section's heving on one side of the track the rails electrically continuous throughout the series on the other side the rails of each section electri cally continuous throughout the section but insulated from the rails of the adjacent section or sections a signelmsns switch adapted to be set at will in either an up position or a down position to cause electricity to pass in accordance with whether a train is to be allowed to travel in the up or the down direction, a switching instrument for each end section and sn intermedii ester-s switch of which the former is adapted be connected across the rails on i of the corresponding int-ermedzste insulation by the movable part of the corre pending intermediate switching uiment only if the movable part thereof t p position and the latter is side of the last mentioned inby the last mentioned movable pert tie inst mentioned movable port is 1.1itQ'i'lQtlC switch being adopted to be enerized when so connected across the rails and o be short-circuited: and thus tie-energized ""y the presence on the rsilsracross which it connected of wheels of a train that are onductively connected together, and s circ adapted, only when the movable part f the corresponding switching instrument is the up or the down position to be vompieted partly by the movable port of be up end or the down end switching instrument and partly by wheels of a train list are conductively connected together and located in the up end orthe down end iection respectively'snd then to cause elec- -:ricity to pass therethrough, and also to be om letcd partly by the movable port of the up electromagnetic switch or the down electromagnetic switch pertaining to a said intermediate switching instrument when the last mentioned up electromagnetic switch or down electromagnetic switch isienersized and partly by the movable part of the last mentioned intermediate switching instrument and partly by wheels of a train that are conductive-1y connected together and located on the section adjacent on the down or on the up side to the insulation corre sponding to the isst mentioned switching instrument respectively and then to cause eleci EllCliZy to pass therethrough.

5. Apparatus according to claim wherein 'l' e circuit adapted to be completed portly )y the movable part of the up end or the down end switching instrument and also to be completed partly by the movable part of an intennediate switching instrument is adopted to be caused by the placing of the signelmans switch in the up and the down positions to cause electricity to pass u be connected across the rails on down position, each said electro' switching instrument on up elec- I itch and it down electro= therethrough ,difierently in combination with apparatus carried by a train and comprising non-electrical controlling means adapted to tend constantly to produce a train-controlling operation, electrical restraining means adapted when energized to restrain the operation of said controlling means, and a direction-corresponding part adapted to be, by the reversal of the direction of running of said train, caused to assume difierent positions and to cause the energization of said electrical restraining means only when its position and the passage of current through said circuit both correspond to the same direction of running.

6. Apparatus according to claim 4 where-- in the circuit adapted to be completed partly by the movable part of the up end or the down end switching instrument and also to be completed partly by the movable part of an intermediate switching instrument is adapted to be caused by the placing of the signalmans switch in the up and the down position to cause electricity to pass therethrough in opposite directions respectively, and on a train an electro-responsive device whose movable portion is adapted to occupy an up position or a down. position according to the direction of the electricity passing through said circuit,

non-electrical controlling means adapted to tend constantly to produce a train-controlling operation, electrical restraining means adapted when energized to restrain the op eration of said controlling means, and direction-corresponding means adapted to be by-the reversal of the direction of running of said train caused to assume different In testimony whereof I have signed my name.

ARTHUR REGINALD ANGUS. 

